Method and apparatus for the sale of airline-specified flight tickets

ABSTRACT

An unspecified-time airline ticket representing a purchased seat on a flight to be selected later, by the airlines, for a traveler-specified itinerary (e.g., NY to LA on March 3) is disclosed. Various methods and systems for matching an unspecified-time ticket with a flight are also disclosed. An exemplary method includes: (1) making available an unspecified-time ticket; (2) examining a plurality of flights which would fulfill the terms of the unspecified-time ticket to determine which flight to select; and (3) providing notification of the selected flight prior to departure. The disclosed embodiments provide travelers with reduced airfare in return for flight-time flexibility and, in turn, permits airlines to fill seats that would have otherwise gone unbooked. Because of the flexibilities required of the unspecified-time traveler, unspecified-time tickets are likely to attract leisure travelers unwilling to purchase tickets at the available published fares and, at the same time, are likely to “fence out” business travelers unwilling to risk losing a full day at either end of their trip. Moreover, the flexibilities required of the unspecified-time traveler need not be limited to a departure time; the flexibilities may also include the airline, the departing airport, the destination airport, or any other restriction that increases the flexibility afforded the airline in placing the traveler aboard a flight. The disclosed embodiments thus permit airlines to fill otherwise empty seats in a manner that stimulates latent and unfulfilled leisure travel demand while leaving their underlying fare structures intact.

TECHNICAL FIELD

[0001] This invention relates generally to a method and system forselling airline tickets.

BACKGROUND

[0002] Airlines have developed Revenue Management Systems (RMS) tooptimize their revenue per flight. Revenue management can be separatedinto two distinct parts: pricing and seat inventory control. Pricinginvolves the establishment of fare classes and tariffs within thoseclasses for each flight. Seat inventory control is the periodicadjustment of available seats for the various fare classes so as tooptimize the passenger mix and thereby maximize the generated revenue.In particular, the objective is to fly an aircraft as full as possiblewithout allowing the earlier-booking (discount-fare) leisure passengersto displace the later-booking (full-fare) business passengers.

[0003] Presently, tickets offered for sale by the airlines specifyinformation including an itinerary (e.g., origin/destination locationsand dates for travel) together with a flight number and a flight time.Once a passenger books a ticket, the airline is required to place thepassenger aboard the flight indicated on the ticket rather than aboard adifferent flight for the same itinerary. In particular, once a ticket isbooked, an airline has little or no flexibility in placing adiscount-fare traveler aboard a later flight for the same itinerary inorder to make available a seat for a full-fare business traveler. Eventour packages, once completed, do not provide the airlines with anyflight-time flexibility.

[0004] Moreover, an airline's RMS typically knows well in advance, basedon available historical data, that it will have empty seats on a givenroute (whether or not it will actually have empty seats on a givenflight)—with more seats empty at certain times of the day or days of theweek. However, the RMS cannot simply discount the published fares forthose seats without either starting a fare war or compromising itsunderlying fare structure (i.e., without also having to reduce itsfull-fare prices for business travelers).

[0005] Placing a passenger on “standby” is one way for the airlines tofill empty seats. However, this practice is limited to instances wheresome oversight on the part of either the passenger or the airline hasoccurred and the passenger is now attempting to get aboard the nextavailable flight. For example, the passenger may have arrived too lateand missed his flight, or the passenger may have purchased a ticket ator near the time of the flight. However, the airlines generally do notuse standby because of the high costs associated therewith. Moreover,standby is inconvenient for the passenger because there is no guaranteethat he will get a seat on a flight departing that same day.

[0006] “Open” tickets are known in the field of airline travel where apassenger buys a ticket that can be used for any flight having anavailable seat. Open tickets, however, are utilized for flights selectedby passengers. Open tickets thus do not solve the problem of how to fillavailable airline seats for the highest revenue and/or withoutundermining established fare structures.

[0007] Tour packages are known wherein a traveler initially receives atravel intinerary as part of a tour package purchase, and subsequentlyreceives a ticket including notification of the flight number and time.In such tour packages, a tour operator is typically involved inpurchasing groups of tickets. Again, while tour packages provide theoperators with some flexibility in obtaining group rates for tickets,they do not solve the airline's problems of profitability filling emptyseats.

[0008] Travel on military flights is typically according to orders,which gives the military operators absolute control over their flights.However, military flights are typically not paid for, and hence themilitary does not face the problem of revenue managing their seatallocation which is so problematic for commercial airlines.

[0009] Furthermore, although various “businesses” have existed andcontinue to exist which collect consumer demand for airline tickets andthen manually interact with the airlines by way of phone or fax topurchase airline tickets for their clients at a reduced fare, theseservices are not truly automated in that they do not operate within theframework of the existing central reservation systems (CRSs), throughwhich all airlines offer tickets for sale and all travel agents booksuch tickets.

[0010] As such, there is currently no way for the airlines to routinelyfill excess capacity without undermining their underlying farestructures.

SUMMARY OF INVENTION

[0011] The problems identified above are solved and a technical advanceis achieved in the art by providing, in accordance with the presentinvention, a system and method for providing a flexible airline ticketof unspecified departure/arrival time (i.e. an “unspecified-timeticket”). Such a ticket represents a purchased seat on a specific flightto be determined, by the airlines, for a traveler-specified itinerary(e.g., origin and destination locations together with the dates fortravel).

[0012] A method according to one embodiment of the present inventionincludes: (1) creating a special fair listing for air travel to aspecified destination from a specified origin on a specified day, thespecial fare listing excluding a specified departure time; (2) makingavailable the special fare listing; (3) examining a plurality of flightswhich would fulfill the terms of a ticket corresponding to said specialfare listing to determine which of the plurality of flights to selectfor the ticket, each of the plurality of flights including a specifieddeparture time; (4) selecting one of the plurality of flights; and (5)providing notification of flight information, including the departuretime, corresponding to the selected flight.

[0013] Thus, one embodiment of the present invention provides airlineswith the flight-time flexibility necessary to fill potentially thousandsof seats that would otherwise have remained empty each day. Airlinesbenefit from the additional flexibility of being able to balanceintra-day demand by placing unspecified-time ticket holders aboard “lowload” flights on a given day. Moreover, because of the flexibilitiesrequired of the unspecified-time traveler, unspecified-time tickets (andthe reduced airfares associated therewith) are likely to attract leisuretravelers unwilling to purchase tickets at the available published faresand, at the same time, are likely to “fence out” business travelersunwilling to risk losing the major part of the work day at either end oftheir trips due to the uncertainty of the exact times of the flight theymight be placed on.

[0014] Moreover, the flexibilities required of the unspecified-timetraveler need not be limited to a departure time. Rather, theflexibilities may include the airline, the departing airport, thedestination airport, or any other restriction that increases theflexibility afforded the airline in placing the traveler aboard aflight. The present invention therefore permits airlines to fillotherwise empty seats in a manner that stimulates latent and unfulfilledleisure travel demand while leaving their underlying fare structuresintact.

[0015] A system and method is also disclosed for providing a concealedcarrier airline ticket, which permits an airline to conceal its identitywhen offering for sale through a CRS discounted tickets for flights on aspecific route on a specific day.

[0016] A method according to this alternate embodiment includes: (1)creating an alias flight record based on an actual flight, the aliasflight record excluding a carrier name; and (2) making available thealias flight record for electronic posting in a CRS.

[0017] Further aspects of the present invention will become apparentduring the course of the following description and by reference to theattached drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

[0018]FIG. 1 is a block diagram illustrating one embodiment of thepresent invention.

[0019]FIG. 2 depicts a block diagram of an exemplary revenue managementsystem (RMS).

[0020]FIG. 3 depicts a block diagram of an exemplary central reservationsystem (CRS).

[0021]FIG. 4 illustrates the interaction between the RMS, the CRS, theairline reservation system (ARS) and the various databases depicted inFIGS. 2 and 3.

[0022]FIG. 5 illustrates the actual demand over time for airline ticketswithin a given fare class, relative to forecasted demand;

[0023]FIG. 6 illustrates an exemplary forecasted demand analysisdatabase.

[0024]FIG. 7 illustrates an exemplary flight schedule database.

[0025]FIG. 8 illustrates an exemplary seat allocation database.

[0026]FIG. 9 illustrates an exemplary pricing and restrictions database.

[0027]FIG. 10 illustrates an exemplary reservation database.

[0028]FIGS. 11a-11 c are flow charts illustrating an exemplary processby which an airline's RMS creates both actual flights and special farelistings.

[0029]FIG. 12 is a flow chart illustrating an exemplary process by whichan airline's RMS initially allocates inventory to a special farelisting.

[0030]FIGS. 13a and 13 b are flow charts illustrating an exemplaryprocess by which an airline's RMS dynamically increases or decreases theallocation of inventory to a special fare listing.

[0031]FIGS. 14a and 14 b are flow charts illustrating an exemplaryprocess by which travelers book unspecified-time tickets.

[0032]FIGS. 15a and 15 b are flow charts illustrating an exemplaryprocess by which an airline's RMS selects an actual flight on which toplace an unspecified-time ticket holder.

DETAILED DESCRIPTION

[0033] Referring now to the drawings, FIG. 1 illustrates one embodimentof the present invention.

[0034] As shown in FIG. 1, an airline's 100 revenue management system(RMS) 200 analyzes historical demand and pricing data for previousflights along a specific route (e.g., NY-LA) during the relevant timeperiod to determine the number of actual flights to offer for a specificroute on a specific day. Once this determination is made, the RMS 200instructs the airline scheduling system 160 to create the actualflights. The RMS 200 also instructs the airline scheduling system 160 tocreate a special fare listing for the same route on the same day. Theterm “special fare listing” as used herein is as a listing in an AirlineReservation System 150 (ARS), CRS 300 or the like for which a traveler105 may purchase an “unspecified-time” ticket. The “unspecified-timeticket, in accordance with the present invention, is an official airlineticket that represents a seat on an actual flight to be determinedlater, by the airline 100, for a traveler-specified itinerary includingthe origin and destination locations together with the travel dates. Theairline scheduling system 160 creates both the actual flights and thespecial fare listing, as instructed, and transmits the schedulinginformation to the ARS 150.

[0035] The RMS 200 also establishes a plurality of fare classes for theactual flights, utilizes historical data to forecast an expected demandover time (i.e., a demand curve) for tickets within a given fare classat a given price, and initially allocates and prices inventorysufficient to satisfy the expected demand. The RMS 200 transmits thisinventory and pricing information to the ARS 150.

[0036] The RMS 200 also initially allocates inventory to the specialfare listing corresponding to seats on the actual flights for the sameroute and day, which are forecasted to be empty at the time ofdeparture. As is well-known in the art, the RMS 200 can predict, basedon available historical data, whether it will have empty seats on agiven route. Moreover, the inventory initially allocated to the specialfare listing is preferably offered at a lower fare/class than theavailable fare/class on the actual flights to encourage sales ofunspecified-time tickets. In this regard, fare discounts associated withthe special fare listing are preferably commensurate with the degree offlexibility afforded the airline in placing the traveler aboard anactual flight. For example, the wider the “window of departure” (e.g., 8AM to 8 PM) associated with the special fare listing, the greater thediscount. Conversely, the narrower the window, the smaller the discount.

[0037] For the actual flights, the RMS 200 will monitor the actualdemand within each fare class relative to the forecasted demand todynamically reevaluate the inventory allocated to both the actualflights and the special fare listing. In accordance with the presentinvention, if the actual demand is less than the expected demand, theRMS 200 will allocate additional inventory to the special fare listingat a lower fare/class than the currently available fare/class on theactual flights. Conversely, if the actual demand is greater than theexpected demand, the RMS 200 will reduce or eliminate inventory for thespecial fare listing. In either case, the RMS 200 transmits inventoryand pricing information for the special fare listing to the ARS 150 inthe same manner as for the actual flights.

[0038] The inventory and pricing information for both the special farelisting and the actual flights is transmitted by the ARS 150 to the CRS300, either directly or, via the Airline Tariff Publishing Company (ATPCo.) 115. As such, in the embodiment shown in FIG. 1, theunspecified-time tickets are made available to travel agents 110 andtheir customers 105 through the CRS 300. The present invention thusminimizes investment in specialized systems since it is operable using aconventional CRS. Examples of such a CRS are known under the trade namesApollo, Sabre, System One and the like. Alternatively, the traveler 105can purchase an unspecified-time ticket directly from the airline 100.However, purchasing an unspecified-time ticket through a travel agent,rather than directly from the airline, has many advantages. For example,purchasing an unspecified-time ticket through a travel agent providesthe traveler with flexibility in choosing an airline and thus, permitsthe traveler to “shop around” for the best fares on unspecified-timetickets.

[0039] As shown in FIG. 1, a traveler 105 contacts his travel agent 110by way of phone, fax, online connection, e-mail or in-person, andprovides the travel agent 110 with information regarding a specificitinerary. An itinerary includes the origin and destination locationstogether with the travel dates. The travel agent 110 then logs into theCRS 300 and obtains flight records for all flights that satisfy therequested itinerary. One of the flight records may be designated a“special fare listing” indicating that a traveler can purchase anunspecified-time ticket for a flight that satisfies the requesteditinerary, although the actual flight itself and thus, the flight time,has not yet been determined by the airline. In any event, theunspecified-time ticket represents a commitment for carriage (i.e., anobligation by the airline to provide a seat on a flight) for therequested itinerary.

[0040] The travel agent 110 would then discuss the benefits of bookingan unspecified-time ticket for a special fare listing with the traveler105. One example of such benefits includes reduced airfare as comparedwith conventional airline tickets. If instructed by the traveler 105and, if there is available inventory for the special fare listing, thetravel agent 110 will book the unspecified-time ticket through the CRS300 and create a passenger name record (PNR) number. Upon purchasing theunspecified-time ticket, the traveler 105 is provided with a specialfare listing number and a notification date, by which date the traveler105 will be provided with the actual flight number and a departure time.

[0041] The CRS 300 transmits in real-time, or on a periodic basis, asdetermined by the airline 100, information regarding unspecified-timetickets booked for each airline to that airline's ARS 150, which thenforwards this information to the RMS 200. For each booking, the RMS 200will obtain a listing of all actual flights that satisfy the travelparameters (i.e., O/D pair and date) of the unspecified-time ticket. TheRMS 200 then analyzes the expected vs. the actual demand for each classon each actual flight and determines whether the actual demand is lessthan the expected demand for tickets for one or more of the actualflights. To narrow any discrepancy, the RMS 200 instructs the ARS 150 toplace a passenger from a special fare listing onto an actual flight. Inthe case where bookings are transmitted to the CRS 300 in real-time, thetravel agent notifies the passenger of the actual flight information inreal-time (within seconds or minutes after transmission of the booking)or, alternatively, by a notification date, as will be discussed indetail hereinafter. The airline 100 prints the ticket for the actualflight with the actual flight number and the departure/arrival timesand, transmits the ticket to the traveler 105, either directly or viathe travel agent 110, depending upon whether the traveler 105 purchasedthe unspecified-time ticket through a travel agent 110 or directly fromthe airline 100.

[0042] Moreover, the flight record for a special fare listing, inaddition to not specifying an actual flight number and departure time,may also not specify a ticket price. In this embodiment, the airline 100effectively solicits travelers 105 to submit bids for theunspecified-time tickets in the manner discussed in co-pending U.S.patent application Ser. No. 08/707,660, filed Sep. 4, 1996, andentitled, “Method and Apparatus for a Cryptographically AssistedCommercial Network System Designed to Facilitate Buyer-DrivenConditional Purchase Offers” and in a U.S. patent application entitled,“Conditional Purchase Offer Management” filed concurrently herewith,both of which are incorporated herein by reference. For example, a bidso submitted may specify that the traveler 105 wants to purchase anunspecified-time ticket for a specific itinerary, and that the traveleris willing to pay $375 for the ticket. Moreover, the airline 100 mayrequire that payment be guaranteed (e.g., by supplying a credit cardnumber with a bid) upon acceptance by the airline.

[0043] The traveler 105 could submit a bid to the airline 100 in anynumber of ways. For example, a bid could be submitted via an onlinedirect connection. The travel agent 110 could also submit a bid onbehalf of the traveler 105 using the e-mail capabilities of the CRS 300.Alternatively, the traveler 105 could submit a bid via an InteractiveVoice Response Unit (IVRU) (not shown) coupled to the airline's RMS 120.In either case, an airline will be able to fill excess seating capacitywithout lowering its published fares and thus, without initiating a farewar.

[0044] The RMS 200 would render a decision to either accept or rejectthe bid based on the inventory and pricing guidelines in the RMS 200.The traveler 105 would be notified of the RMS's decision via the IVRU ora live operator. Also, if the bid were accepted by the RMS 200, the RMS200 would then select an actual flight to place the unspecified-timetraveler 105 aboard, as described above, and the traveler 105 would benotified of the actual flight number and flight time accordingly.

[0045] Moreover, although the foregoing illustrates unspecified-timetickets offered by an individual airline, a “generic” unspecified-timeticket may also be offered, which, in addition to not specifying aflight number and flight time, would also not specify an airline. The“generic” unspecified-time ticket, like the airline-specificunspecified-time ticket, would be assigned a special fare listingnumber. As such, any airline offering actual flights that satisfy thetravel parameters of the generic unspecified-time ticket and seeking tofill excess seating capacity could then query the CRS for bookings ofgeneric unspecified-time tickets and place the traveler aboard one ofits flights.

[0046]FIG. 2 depicts a block diagram of an exemplary RMS 200 maintainedby airline 100. The RMS 200 performs all the operations of aconventional RMS and, performs additional operations in accordance withthe present invention, as will be discussed in detail hereinafter. TheRMS 200 includes a CPU 205 together with associated memory (210, 215)for: (1) creating both actual and special fare listings; (2) allocatinginventory and fare/class to those flights; and (3) selecting an actualflight on which to place unspecified-time ticket holders, as will bediscussed in detail hereinafter. The CPU 205 is coupled to an airlinereservation system (ARS) via a communications port 220 for obtainingunspecified-time bookings from the ARS. As shown in FIG. 2, the CPU 205is also coupled to a data storage device 225.

[0047] Data storage device 225 includes a variety of databases includinga forecasted demand analysis database 230, a flight schedule database240, a seat allocation database 245, a pricing and restrictions database250, and a reservation database 255.

[0048] The flight schedule database 240 of data storage device 225contains flight information including the origin and destinationlocations together with a departure date. The flight information alsoincludes an actual flight number and the flight times, except in thecase of a special fare listing. The seat allocation database 245contains available inventory for each fare class on a given flight. Thepricing and restrictions database 250 contains pricing information andrelated restrictions for each fare class on a given flight. Thereservation database 255 contains each booking of a ticket for a givenfare class on a given flight. Finally, the forecasted demand analysisdatabase 230 contains information on each selling price for each fareclass for a given flight, and the forecasted demand at each sellingprice, as established by the RMS 200. Each of these databases will bediscussed in detail hereinafter in conjunction with FIGS. 6-10.

[0049]FIG. 3 depicts a block diagram of an exemplary central server 301of a central reservation system 300. The CRS 300 performs all theoperations of a conventional CRS and, performs additional operations inaccordance with the present invention, as will be discussed in detailhereinafter. The server 301 includes a CPU 305 together with associatedmemory (310, 315) for processing: (1) flight information received fromthe airlines; (2) itinerary inquiries regarding flight availability; and(3) ticket bookings. The CPU 305 is coupled to the CRS 300 and theairlines 100 via a communications port 320. The CPU 305 is also coupledto an electronic mail processor 322 for processing and storing (instorage device 323) e-mail messages transmitted between the CPU 305 andthe various travel agents, airlines and the like.

[0050] As shown in FIG. 3, the CPU 305 is further coupled to a datastorage device 325. Data storage device 325 may include a variety ofdatabases including flight schedule database 240, seat allocationdatabase 245, pricing and restrictions database 250, and reservationdatabase 255. These databases contain essentially the same informationas the like-identified databases (240, 245, 250, 255) in the RMS 200.

[0051]FIG. 4 illustrates the manner in which the RMS 200 utilizes thedatabases discussed in connection with FIG. 2 in implementing a pricingand inventory allocation process with respect to both actual flights andspecial fare listings. The format and content of the databases depictedin FIG. 4 are discussed in detail hereinafter in conjunction with FIGS.6-10. It is to be noted that the pricing and inventory allocationprocess may be executed by the RMS 200 initially when a flight is firstadded to the flight schedule and thereafter periodically to reallocateand price available inventory in response to demand and external events.

[0052] When either an actual flight or special fare listing is firstadded to the flight schedule of an airline 100, a record of the flightwith the appropriate itinerary information is created by the RMS 200 inthe flight schedule database 240. In addition, the RMS 200 will performinventory allocation and pricing for both actual flights and specialfare listings, to initially populate the fields of the seat allocationdatabase 245, pricing and restrictions database 250 and forecasteddemand analysis database, as shown in FIG. 4.

[0053] Generally, during the initial pricing and allocation process foran actual flight, the RMS 200 attempts to maximize revenue by firstestablishing a plurality of fare classes and thereafter allocating thenumber of seats and price assigned to each fare class. To this end, theRMS 200 will utilize historical demand information stored in theforecasted demand analysis database 230 for prior periods, whichessentially provides a demand curve for each selling price of a givenfare class on each actual flight. For example, when allocating andpricing inventory for an actual flight, the RMS 200 may analyze demandtrends for similar flights from previous relevant time periods, in aknown manner. Moreover, it is to be understood that conventional RMSsystems typically respond to competitive forces and other externalevents, such as fare wars or increased demand due to a large event, suchas the Olympics, as indicated by the external events database 252,depicted in FIG. 4. Once calculated, the initial seat allocation andpricing information is stored in the seat allocation database 245 andthe pricing and restrictions database 250, respectively. The initialprice for each fare class and the forecasted demand is also preferablystored in the forecasted demand analysis database 230.

[0054] In accordance with the present invention, the RMS 200 alsoinitially allocates inventory to the special fare listing correspondingto seats on the actual flights for the same route and day, which areforecasted to be empty at the time of departure. The RMS 200 canpredict, based on available historical data, whether it will have emptyseats on a given route (whether or not it will actually have empty seatson a given flight)—with more seats empty at certain times of the day orweeks of the year. Moreover, the inventory initially allocated to thespecial fare listing is offered at a lower fare/class than the currentlyavailable fare/class on the actual flights to encourage sales ofunspecified-time tickets.

[0055] As shown in FIG. 4, the airline reservation system (ARS) 150 andthe central reservation system (CRS) will each access the establishedflight schedule database 240, seat allocation database 245, and pricingand restrictions database 250 to perform itinerary queries. In addition,as tickets are sold by the airline 100, the ARS 150 or CRS 300 willdecrement the available inventory in the seat allocation database 245.In this manner, the seat allocation database 245 maintains an up-to-daterepresentation of the available inventory for both actual flights andspecial fare listings.

[0056] For the actual flights, the RMS 200 will continue to monitor theactual demand 510 within each fare class relative to forecasted demand520, as maintained in the forecasted demand analysis database 230 andillustrated in FIG. 5. The RMS 200 monitors current actual demandinformation by retrieving detailed inventory data from the seatallocation database 245 or summary inventory data from the forecasteddemand analysis database 230.

[0057] An airline 100 can correct for forecasting errors, or othercompetitive forces which have produced unanticipated excess capacity 530on a specific route by lowering its fare/class on the actual flights. Inaccordance with the present invention, the airline 100 can also correctfor such forecasting errors by increasing the inventory allocated to thespecial fare listing at a lower fare/class than the currently availablefare/class on the actual flights. Due to the discouraged use ofunspecified-time tickets by full-fare business travelers, an airline 100can sell such excess capacity at a discount, without undermining itsexisting published fare structure. Thus, in a preferred embodiment, theRMS 200 will periodically execute the process discussed below inconjunction with FIGS. 13a and 13 b, to make unspecified-time ticketsavailable for purchase by travelers.

[0058]FIG. 6 illustrates an exemplary forecasted demand analysisdatabase 230, which records each selling price for each fare class for agiven actual flight, and the forecasted demand at each selling price asestablished by the RMS 200. As previously indicated, when a flight isfirst added to the flight schedule database of an airline 100, a recordof the initial price for each fare class and the forecasted demand ispreferably established in the forecasted demand analysis database 230.In addition, new records are preferably created for each new sellingprice that is established for each fare class by the RMS 200, as part ofthe dynamic inventory reallocation process.

[0059] The forecasted demand analysis database 230 includes a pluralityof records, each associated with a different selling price for a givenfare class on a given flight. For each flight number in field 605, theforecasted demand analysis database 230 includes the departure date infield 610, the origin and destination locations, in fields 615 and 620respectively, and the corresponding offered prices and fare classes, infields 625 and 630 respectively. Finally, the forecasted demand analysisdatabase 230 preferably records the actual quantity of tickets sold bythe airline at each offered price for each fare class in field 640 andthe corresponding expected quantity in field 650. The actual quantity oftickets sold may be recorded in real-time as tickets are actually soldor by means of batch processing on a periodic basis.

[0060]FIG. 7 illustrates an exemplary flight schedule database 240 whichpreferably stores specific flight information for each origin anddestination location pair (O & D Pair). The flight schedule database 240maintains a plurality of records, each associated with a differentflight. For each O&D pair listed in fields 705-710, the flight scheduledatabase 240 includes the date of each flight in field 715, as well asthe departure and arrival times of the respective flight in fields 720and 725. The airline and flight number associated with each flight arepreferably indicated, respectively in fields 730 and 735, and anyrequired connections are also indicated in field 740.

[0061]FIG. 8 illustrates an exemplary seat allocation database 245 whichmaintains available inventory information for each fare class on a givenflight offered by the airlines 100, as allocated and updated by the RMS200. In addition, as inventory is sold by an airline, the ARS 150 willpreferably decrement the available inventory recorded in the seatallocation database 245. The seat allocation database 245 includes aplurality of records, each associated with a different flight. For eachflight identified by a flight number in field 805, the seat allocationdatabase 245 includes the departure date of the flight in field 810 andthe respective inventory available in each inventory class in fields 815and 820. In addition, the seat allocation database 245 preferablyincludes an indication of the total number of seats booked on the flightin field 825.

[0062]FIG. 9 illustrates an exemplary pricing and restrictions database250 which maintains pricing information and related restrictions foreach flight offered by an airline 100, as established and updated by theRMS 200. The pricing and restrictions database 250 includes a pluralityof records, each associated with a different flight. For each flightidentified by flight number in field 905, the pricing and restrictionsdatabase 245 includes the date of the flight in field 910 and therespective price and restrictions associated with each inventory classin fields 915-930.

[0063]FIG. 10 illustrates an exemplary reservations database 255 whichmaintains booking information for each flight offered by an airline 100.The reservations database 255 includes a plurality of records, eachassociated with the booking of a ticket for a particular flight. Eachrecord includes fields for a flight number in field 1005, the O&D pairfor the flight in field 1010, the carrier in field 1015, the class ofticket booked in field 1020, the price of the ticket in field 1025, andthe passenger name record (PNR) number created upon booking in field1030.

[0064]FIGS. 11a-11 c are flow charts illustrating an exemplary processby which an airline's RMS creates both actual flights and special farelistings.

[0065] In step 1100, the airline's RMS 200 determines the number ofactual flights to be offered for a specific route (e.g., NY-LA) on aspecific day. In this regard, the RMS 200 accesses the forecasted demandanalysis database 230 and analyzes route-based information storedtherein. Such information includes historical demand and pricing datafor similar flights from previous relevant time periods.

[0066] In step 1110, the RMS 200 transmits the O&D pair, the flightdate, the number of flights to be offered, and the departure times tothe airline scheduling system 160. The scheduling system 160, in step1115, then creates a flight record for each flight. The flight recordincludes a flight number, the O&D pair, the departure date and time, anarrival date and time, an airline, and any restrictions.

[0067] The RMS 200, in step 1120, also instructs the airline schedulingsystem 160 to create a special fare listing for the same route on thesame day. In step 1125, the scheduling system 160 then creates a flightrecord for the special fare listing. The flight record will containessentially the same information as the records created in step 1115,except that the departure and arrival times in fields 720 and 725 (SeeFIG. 7), respectively, will be unpopulated and, the flight number infield 735 will be preceded by an “A” indicating a special fare listing,rather than an actual flight.

[0068] Referring to FIG. 11b, in step 1130, the airline schedulingsystem 160 enters the flight records (corresponding to both actualflights and special fare listings) into the ARS 150. In steps 1135-1140,the ARS 150 stores the flight records in the flight schedule database240 and then transmits the records to the RMS 200. In step 1145, the RMS200 also stores the flight records in the flight schedule database 240.The RMS 200, in step 1150, uses the information corresponding to eachactual flight (i.e., flight number, O&D pair, and departure date) togenerate a record for the actual flight in the forecasted demandanalysis database 230.

[0069] In step 1155, the airline's RMS 200 forecasts an expectedquantity of booked seats for each actual flight (i.e., the expecteddemand for the actual flight) and calculates a fare/class for the actualflight. In this regard, the RMS 200 accesses the forecasted demandanalysis database 230 and analyzes route-based information for eachactual flight, including: (1) the total number of actual flights for thespecified route on the specified day; (2) historical demand and pricingdata from past flights for the specified route during the relevant timeperiod; and (3) current pricing information (e.g., external events,which may affect pricing, such as the Olympics or a fare war). The RMS200 then enters the expected quantity of booked seats for each actualflight together with the fare/class for the actual flight into theforecasted demand analysis database 230.

[0070] With reference to FIG. 11c, in step 1160, the RMS 200 allocatesinventory for each class on each actual flight sufficient to satisfy theexpected demand calculated in step 1155. The RMS 200 then stores theinventory allocated in step 1160 and the fare/class calculated in step1155, in the seat allocation database 245 and the pricing andrestrictions database 250, respectively. The RMS 200 also allocatesinventory and pricing for the special fare listing. The allocation ofinventory and pricing to the special fare listing is discussed in detailbelow in conjunction with FIG. 12.

[0071] In step 1165, the RMS 200 transmits the inventory and fare/classfor each flight (both the actual flights and the special fare listing)to the ARS 150. The ARS 150 provides the scheduling, inventory andpricing information for each flight to the Airline Tariff PublishingCompany (ATP Co.) 115 in step 1170. Thereafter, in step 1175, the ATPCo. 115 sells this information to the central reservation system (CRS)300. The CRS 330 then creates records similar to those created by theRMS 200 in the flight schedule database 240, seat allocation database245, and pricing and restrictions database 250. Tickets are thus madeavailable to travel agents 110 and their customers through the CRS 300or, alternatively, to travelers 105 directly via the ARS 150.

[0072]FIG. 12 is a flow chart illustrating an exemplary process by whichan airline's RMS 200 initially allocates inventory to a special farelisting.

[0073] In step 1200, the RMS 200 analyzes route-based information storedin the forecasted demand analysis database 230, the seat allocationdatabase 245 and pricing and restrictions database 250, including: (1)the total number of actual flights for the specified route for thespecified day; (2) the current fare/class on those flights; (3) theactual quantity of seats booked within each fare class on those flightsrelative to the expected quantity of seats booked; and (4) historicaldemand and pricing data for similar flights from previous relevant timeperiods.

[0074] In an effort to encourage sales, and thus, minimize thedifference or gap (See FIG. 5) between the expected and actual quantityof tickets booked on the actual flights, the RMS 200, in step 1205,allocates inventory to the special fare listing at a lower fare/classthan the currently available fare/class for the actual flights, based onthe analysis in step 1200. As determined by the airline, inventory maybe allocated to the special fare listing either at the time actualflights are created or, some time thereafter, as a gap develops betweenthe actual and the expected quantity of seats booked on the actualflights. In step 1210, the RMS 200 generates and stores a record of theinventory allocated to the special fare listing and the associatedfare/class in the seat allocation database 245 and pricing andrestrictions database 250, respectively.

[0075] It is to be understood that the RMS 200 may also track theinventory allocated to the special fare listing and the associatedfare/class together with the actual quantity of inventory booked at thefare/class in the forecasted demand analysis database 230. Over time,this will provide the RMS 200 with a demand curve for each selling priceat a given fare/class for the special fare listing. This information canthen be used by the RMS 200 in step 1205, in addition to the informationin step 1200, to determine how much inventory to allocate to the specialfare listing and, how much lower than the current fare/class on theactual flights to price each class of the special fare listing.

[0076] In step 1210, the RMS 200 also transmits the inventory andfare/class information to the ARS 150. In step 1215, the ARS 150 storesthe information locally and then transmits it to the CRS 300, directly,or via the ATP Co. 115. In step 1220, the CRS 300 also stores theallocated inventory and fare/class in the seat allocation database 245and pricing and restrictions database 250, respectively.

[0077] It is to be understood that an airline may allocate inventory toa special fare listing which requires traveler concessions in additionto flight-time flexibility. Fare discounts would then be commensuratewith the degree of flexibility afforded the airline in placing thetraveler aboard an actual flight. For example, the airline may offerunspecified-time tickets for particular fare classes only, such as firstclass (K Class), coach (Y Class), one-stop, etc. The airline may alsochoose to limit unspecified-time tickets to “groups” of travelers (e.g.,two or more, or any other number specified by the airline). Furtherexamples of such concessions of flexibility include, but are not limitedto, (1) the origin (if there is more than one airport in the area localto the traveler); (2) the destination (if there is more than one airportaccessible for the traveler's ultimate destination); (3) the maximumtravel time; (4) the number of stops; (5) the number of plane changes;and (6) whether or not non-jet aircraft (e.g., propeller planes) areinvolved.

[0078]FIGS. 13a and 13 b are flow charts illustrating an exemplaryprocess by which an airline's RMS dynamically increases or decreases theallocation of inventory to a special fare listing.

[0079] In step 1300 of FIG. 13a, the RMS 200 accesses route-basedinformation stored in the forecasted demand analysis database 230,including the actual quantity of seats booked within each fare classrelative to the expected quantity of seats booked on a specific route ona specific day, to determine whether there is unanticipated excesscapacity associated with the route on that day.

[0080] In step 1305, the RMS 200 accesses the seat allocation database245 and retrieves the records corresponding to each actual flight forthe specific route on the specific day. The RMS also retrieves therecord corresponding to the special fare listing for the same route onthe same day.

[0081] In step 1310, the RMS analyzes the records retrieved fromdatabase 245 corresponding to each actual flight to determine whethereach actual flight is completely booked (e.g., in FIG. 8, “RemainingInventory”=0). If each flight is completely booked, the RMS 200, in step1315, accesses database 245 and eliminates the remaining inventoryallocated to the special fare listing (e.g., “Remaining Inventory”-->0).For example, a special fare listing during Christmas week may not haveany inventory allocated to it because of the heavy traffic thathistorically comes during the holiday seasons.

[0082] If each flight is not completely booked, the RMS 200, in step1320, determines whether the “Total Inventory Booked” (See FIG. 8) forthe special fare listing exceeds the remaining inventory for the actualflights. If it does, the RMS 200, in step 1315, accesses database 245and eliminates the remaining inventory allocated to the special farelisting. However, if the total inventory booked for the special farelisting does not exceed the remaining inventory for the actual flights,the RMS proceeds to step 1325 and determines whether the remaininginventory for the actual flights exceeds the remaining inventory for thespecial fare listing. If the remaining inventory for the actual flightsdoes not exceed the remaining inventory for the special fare listing, instep 1330, the RMS 200 maintains the current remaining inventory for thespecial fare listing. If the remaining inventory for the actual flightsexceeds the remaining inventory for the special fare listing, the RMS200, in step 1335 of FIG. 13b, increases the remaining inventory for thespecial fare listing at a fare/class below the currently availablefare/class on the actual flights and updates the seat allocationdatabase 245 and pricing and restrictions databases 250, accordingly.

[0083]FIGS. 14a and 14 b are flow charts illustrating an exemplaryprocess by which travelers book unspecified-time airline tickets.

[0084] In step 1400 of FIG. 14a, a traveler 105 contacts his travelagent 110 and requests flight information for a specific itinerary. Aspecific itinerary necessarily includes the origin and destinationlocations together with the dates for travel, but may also include suchinformation as travel times, airlines, etc. In step 1405, the travelagent 110 logs into a CRS 300 and queries the CRS 300 for all flightsthat meet the traveler's specifications. In step 1410, the CRS 300retrieves the relevant flight information from the flight scheduledatabase 240 and lists the information for the travel agent 110. In step1415, the travel agent 110 reviews the information and determineswhether there is a special fare listing for the requested itinerary. Ifthere is, the travel agent 110 notifies the traveler 105 of thepotential availability of an unspecified-time ticket for the requesteditinerary and informs the traveler 105 that unspecified-time tickets areoffered by the airlines at a lower fare/class than conventional airlinetickets.

[0085] In step 1420, the traveler 105 instructs the travel agent 110 topurchase the unspecified-time ticket. The travel agent 110, in step1425, obtains additional details regarding the unspecified-time ticketby retrieving inventory and pricing data for the special fare listingfrom the seat allocation database 245 and pricing and restrictionsdatabase 250, respectively. If there is no inventory remaining for thespecial fare listing (step 1430), the travel agent 115 will simplyre-review the flight information listed by the CRS 300 in step 1410 foractual flight listings. Otherwise, the travel agent 110, in step 1435 ofFIG. 14b, will book the unspecified-time ticket for the traveler 105 bycreating a passenger name record and reserving a seat at the specialfare listing in the CRS 300.

[0086] In step 1440, the CRS 300 stores the reservation in thereservation database 255. In step 1445, the CRS 300 modifies the recordfor the special fare listing in the seat allocation database 245 bydecrementing the “Remaining Inventory” by “1” and incrementing the“Total Inventory Booked” by “1”. In step 1446, the CRS 300 receives theactual flight information from RMS 200, including a flight number anddeparture time, in real-time (e.g., minutes or even seconds afterbooking the unspecified-time ticket in step 1435) and displays it forthe travel agent 110. In step 1448, the CRS 300 accesses the seatallocation database 245 and modifies the record for the actual flight byincrementing the “Total Inventory Booked” by “1” and decrementing the“Total Seats Remaining” by “1”. The CRS 300 also modifies the record forthe special fare listing by decrementing the “Total Inventory Booked” by“1”. In step 1450, the traveler 105 purchases the unspecified-timeticket and is immediately notified by the travel agent 110 of the actualflight information, including a flight number and departure time. Instep 1455, the traveler receives an airline ticket for the actualflight.

[0087] In an alternate embodiment, the CRS 300 does not receive theactual flight information in real-time. Thus, when the traveler 105purchases the unspecified-time ticket in step 1450, he receives only theflight number for the special fare listing and a notification date, bywhich date the traveler 105 will be provided with the actual flightnumber and a departure time. In step 1455, the traveler 105 thenreceives an airline ticket, including an actual flight number anddeparture time, either prior to, or by, the notification date.

[0088]FIGS. 15a and 15 b are flow charts illustrating an exemplaryprocess by which an airline's RMS selects an actual flight on which toplace an unspecified-time ticket holder. In step 1500, the CRS 300transmits the booking records stored in the reservation database 255 foreach airline to that airline's ARS 150 on a real-time basis. The ARS150, in step 1505, stores the information locally and then transmits itto the RMS 200. In step 1510, the RMS 200 accesses the reservationdatabase 255 and retrieves the booking records corresponding to a givenspecial fare listing. In step 1515, the RMS 200 accesses the flightschedule database 240 and retrieves the records of all actual flightswhich satisfy the itinerary (i.e., O/D pair and date) of the specialfare listing.

[0089] In step 1520, the RMS 200 analyzes on a flight-by-flight basisinformation stored in the forecasted demand analysis database 230,including: (1) the total number of actual flights for the specifiedroute for the specified day; (2) the current fare/class on each flight;and (3) the expected vs. the actual quantity of booked seats for eachclass on each actual flight.

[0090] In step 1525, the RMS 200 determines whether the expectedbookings on one or more of the actual flights exceeds the actualbookings for those flights. The RMS 200, in step 1530 of FIG. 15b,selects one of the actual flights as the flight on which to place theunspecified-time ticket holder. In step 1535, the RMS 200 updates theforecasted demand analysis database 230 and seat allocation database245, accordingly. In particular, the RMS 200 accesses the forecasteddemand analysis database 230 and modifies the record for the actualflight by incrementing the “Actual Quantity Booked” by “1”. The RMS 200also accesses the seat allocation database 245 and modifies the recordfor: (1) the actual flight by incrementing the “Total Inventory Booked”by “1” and decrementing the “Total Seats Remaining” by “1”; and (2) thespecial fare listing by decrementing the “Total Inventory Booked” by“1”.

[0091] In an alternate embodiment, the RMS 200 performs steps 1515through 1535 for a predetermined number of bookings, even beforereceiving the booking records from the CRS 300. Thereafter, the RMS 200can access this information upon receiving each booking record from theCRS 300 to further expedite the placement of the unspecified-time ticketholder aboard an actual flight.

[0092] In step 1540, the RMS 200 instructs the ARS 150 to place thepassenger on the actual flight. The ARS 150, in step 1545, places thepassenger on the actual flight and updates the seat allocation database245 in the same manner updated by the RMS 200 in step 1535. In step1547, the ARS 150 transmits the actual flight information back to theCRS 300. The CRS 300 receives the actual flight information in real-time(e.g., minutes or even seconds after it transmits the booking records tothe ARS 150 in step 1500). The CRS 300 also updates the seat allocationdatabase 245 in the same manner updated by the RMS 200 in step 1535.

[0093] In step 1550, the airline 100 prints the ticket for the actualflight with the actual flight number and the departure/arrival times. Instep 1555, the airline 100 transmits the ticket to the traveler 105,either directly or via the travel agent 110.

[0094] In step 1560, the process of selecting an actual flight on whichto place an unspecified-time ticket holder repeats for either anotherbooking record corresponding to the same special fare listing (e.g.,return to step 1530) or a booking record corresponding to a differentspecial fare listing (e.g., return to step 1510).

[0095] In an alternate embodiment, the selection of an actual flight onwhich to place an unspecified-time ticket holder is not a real-timetransaction. For example, the CRS 300 may transmit the booking recordsstored in the reservation database 255 to the ARS 150 on a periodic,rather than a real-time, basis. Similarly, the CRS 300 and the ARS 150may receive the actual flight information from the RMS 200 hours, daysor even weeks, after transmitting the booking records to the ARS 150.

[0096] With respect to this alternate embodiment, in the event that atraveler purchases an unspecified-time ticket close to the date ofdeparture (e.g., a week or less), the travel agent or airline may haveinsufficient time to forward to the traveler a ticket with the actualflight data printed thereon. In that case, the airline can issue aticket with the actual flight data except for the flight number anddeparture time. Once the airline has selected an actual flight for thetraveler, the airline would provide the traveler directly, or throughhis travel agent, with a verification code together with the flightnumber and departure time. The traveler would then present both theinitial ticket and the verification code when boarding the plane.Alternatively, the airline could forego issuing the initial ticket andthe traveler would simply receive the verification code and use it topick up the actual ticket at the airline's desk prior to departure. Thetraveler would then present the actual ticket when boarding. Inaddition, the airlines could use electronic ticketing (“E-Tickets”) tofulfill short term ticketing requirements.

[0097] An alternate embodiment of the present invention permits anairline to conceal its identity when offering for sale, via a CRS,discounted tickets for flights on a specified route (e.g., NY-LA) on aspecified day. As such, this alternate embodiment permits an airline tofill empty seats on its flights without having to lower its ownpublished air fares and initiating a fare war.

[0098] The airline conceals its identity from users of the CRS (e.g.,travel agents or other airlines) by creating, and submitting to the CRSfor posting, an alias flight record corresponding to each actual flighton a specified route on a specified day. The alias flight record isstored in the flight schedule database of the CRS (as well as the ARSand RMS) and contains all of the relevant flight information except fora carrier name, an actual flight number and precise departure/arrivaltimes. The alias flight record is, as its name implies, an “alias” forthe corresponding actual flight record, which is also stored in theflight schedule database, but for which discounted tickets are notoffered.

[0099] Instead of an actual flight number and precise departure/arrivaltimes, the alias flight record contains an alias flight number and timewindows (e.g., 8:00 am to 11:00 am, “afternoon”, etc.), respectively. Assuch, users accessing the alias flight record are unable to ascertainthe identity of the airline (either by way of an actual flight number ora precise departure/arrival times) offering the discounted tickets. Thetime windows provide customers with useful information regarding thedeparture/arrival times of the actual flight, but not enough informationfor a travel agent or another airline to identify the carrier. As withunspecified-time tickets, the time windows (coupled with the discountedfares) make these “concealed carrier” tickets particularly attractive toleisure travelers. It is to be understood that the alias flight recordmay also optionally include the model of the plane (e.g., Boeing 737),the number of seats on the plane, or any other means by which a travelagent querying the CRS could assure his customer that the customer, uponbooking a concealed carrier ticket, will be flying on a reputableairline.

[0100] Moreover, although inaccessible to its users, the CRS contains analias flight database, which it uses to correlate alias flight numberswith actual flights numbers and carriers (e.g., Alias Flight No. CC78969corresponds to Continental Airlines Flight No. 36535). This correlationcapability permits the CRS to relay bookings of tickets relating toalias flight records to the appropriate carrier and update inventory forthe actual flights based on these bookings.

[0101] The alias flight records (and the related records in theforecasted demand analysis, seat allocation, pricing and restrictions,and reservation databases) in the RMS, ARS and CRS are created andupdated in substantially the same manner as records for special farelistings relating to unspecified-time tickets. The primary difference isas follows: When a customer books an unspecified-time ticketcorresponding to a special fare listing, the CRS is unaware of theactual flight upon which the customer will be placed and thus, the CRSmust wait to receive this information from the airline before it canupdate inventory for both the special fare listing and the actualflight. In contrast, when a customer books a concealed carrier ticketcorresponding to an alias flight record, the CRS knows the correspondingactual flight and thus, can update inventory immediately. Anotherdifference is that the special fare listing for an unspecified-timeticket is created by the RMS on a “one-per-route” basis, whereas thealias flight record for the concealed carrier ticket is created on a“one-per-flight” basis.

[0102] Furthermore, the ticketing process for concealed carrier ticketsis also similar to one of the ticketing processes discussed above withrespect to unspecified-time tickets. Upon booking a concealed carrierticket in the CRS, the travel agent issues and transmits to the customera certified voucher containing the alias flight number and the PNRnumber created in the CRS. Once the airline receives the bookinginformation from the CRS, it provides the travel agent with apredetermined notification date (e.g., 24 hours prior to departure), bywhich date the customer directly or, through the travel agent, will beprovided with the carrier identity, actual flight number, and actualdeparture time. On the day of departure, the customer presents thecertified voucher at the airline's flight desk, where the airlineconfirms the PNR number in the CRS and, if all is in order, presents thecustomer with a stub from the voucher for boarding the plane.Alternatively, as with unspecified-time tickets, the airline could useelectronic ticketing to fulfill such short term ticketing requirements.

[0103] The many features and advantages of the present invention areapparent from the detailed specification, and thus, it is intended bythe appended claims to cover all such features and advantages of theinvention which fall within the true spirit and scope of the presentinvention.

[0104] Furthermore, since numerous modifications and variations willreadily occur to those skilled in the art, it is not desired that thepresent invention be limited to the exact construction and operationillustrated and described herein, and accordingly, all suitablemodifications and equivalents which may be resorted to are intended tofall within the scope of the claims.

We claim:
 1. A method comprising the steps of: transmitting a request topurchase a ticket to travel from a specified departure location to aspecified destination location within a specified time range; receivinga commitment for carriage that satisfies said request but does notspecify a departure time; accepting said commitment for carriage; andreceiving at a time subsequent to said commitment an identification ofsaid departure time.
 2. The method of claim 1, wherein said step ofaccepting said commitment for carriage includes one of reserving aticket or purchasing a ticket.
 3. The method of claim 1, wherein saidtransmitting a request includes transmitting a request to purchase aticket for a group of two or more travelers.
 4. The method of claim 1,wherein said receiving a commitment for carriage includes receiving acommitment for carriage that further does not specify a price term. 5.The method of claim 3, further comprising the steps of: transmitting abid for said ticket; and receiving an acceptance of said bid.
 6. Themethod of claim 5, wherein said bid is a guaranteed bid.
 7. The methodof claim 1, wherein said receiving a commitment for carriage includesreceiving a commitment for carriage that further does not specify anairline.
 8. The method of claim 1, wherein said receiving a commitmentfor carriage includes receiving a commitment for carriage that furtherdoes not specify a parameter selected from the group consisting of adeparting airport, a destination airport, a total travel time, a numberof stops, and a number of plane changes.
 9. The method of claim 1,further comprising the step of receiving a ticket without a departuretime printed thereon.
 10. The method of claim 9, wherein said step ofreceiving at a later time an identification of said departure timeincludes receiving a ticket with said departure time printed thereon.11. A method comprising the steps of: receiving a request to purchase aticket to travel from a specified departure location to a specifieddestination location within a specified time range; querying a centralreservation system to determine a special fare listing that satisfiessaid request but does not specify a departure time; receiving saidspecial fare listing; booking a ticket relating to said special farelisting; receiving at a time subsequent to said commitment anidentification of said departure time; and initiating a notice of saiddeparture time.
 12. The method of claim 11, wherein said receiving arequest includes receiving a request to purchase a ticket for a group oftwo or more travelers.
 13. The method of claim 11, wherein saidreceiving a special fare listing includes receiving a special farelisting that further does not specify a price term.
 14. The method ofclaim 13, further comprising the steps of: transmitting a bid for saidticket; and receiving an acceptance of said bid.
 15. The method of claim14, wherein said bid is a guaranteed bid.
 16. The method of claim 11,wherein said receiving a special fare listing includes receiving aspecial fare listing that further does not specify an airline.
 17. Themethod of claim 11, wherein said receiving a special fare listingincludes receiving a special fare listing that further does not specifya parameter selected from the group consisting of a departing airport, adestination airport, a total travel time, a number of stops, and anumber of plane changes.
 18. The method of claim 11, further comprisingthe step of receiving a ticket without said departure time printedthereon.
 19. The method of claim 18, wherein said step of receiving at alater time an identification of said departure time includes receiving aticket with said departure time printed thereon.
 20. A method comprisingthe steps of: creating a special fare listing for air travel to aspecified destination location from a specified departure locationwithin a specified time range, said special fare listing excluding aspecified departure time; making available said special fare listing viaan electronic reservation system; examining a plurality of flights whichwould fulfill the specified terms of a ticket relating to said specialfare listing to determine which of said plurality of flights to selectfor said ticket, each of said plurality of flights including a specifieddeparture time; selecting one of said plurality of flights; andproviding notification of flight information, including a specifieddeparture time, corresponding to said selected flight.
 21. The method ofclaim 20, wherein said step of examining a flight is performed afterbooking of said ticket.
 22. The method of claim 20, wherein said step ofexamining a flight is performed prior to booking of said ticket.
 23. Themethod of claim 21, wherein said booking of said ticket specifies groupsof two or more travelers.
 24. The method of claim 20, wherein saidcreating a special fare listing includes creating a special fare listingthat further does not specify a price term.
 25. The method of claim 23,further comprising the steps of: receiving a bid for said ticket; andtransmitting an acceptance of said bid.
 26. The method of claim 24,wherein said bid is a guaranteed bid.
 27. The method of claim 20,wherein said creating a special fare listing includes creating a specialfare listing that further does not specify an airline.
 28. The method ofclaim 20, wherein said creating a special fare listing includes creatinga special fare listing that further does not specify a parameterselected from the group consisting of a departing airport, a destinationairport, a total travel time, a number of stops, and a number of planechanges.
 29. The method of claim 20, further comprising the step of:upon booking of said ticket, printing a ticket without a departure timeindicated thereon.
 30. The method of claim 29, wherein said step ofproviding notification includes the step of printing a ticket with saiddeparture time indicated thereon.
 31. A method comprising the steps of:receiving a special fare listing for air travel to a specifieddestination location from a specified departure location within aspecified time range, said special fare listing excluding a specifieddeparture time; providing said special fare listing to a buyer;receiving a booking of a ticket corresponding to said special farelisting from said buyer; transmitting said booking information to anairline; receiving an identification of a flight selected by saidairline which fulfills the terms of said ticket, said selected flightincluding a specified departure time.
 32. The method of claim 31 whereinsaid airline includes a revenue management system.
 33. The method ofclaim 31, wherein said booking of a ticket is limited in terms ofavailability to groups of two or more travelers.
 34. The method of claim31, wherein said buyer is a travel agent.
 35. The method of claim 31,wherein said receiving a special fare listing includes receiving aspecial fare listing that further does not specify a price term.
 36. Themethod of claim 35, further comprising the steps of: after providingsaid special fare listing but before receiving a booking of said ticket,receiving a bid for said ticket from said buyer; and transmitting anacceptance of said bid to said buyer.
 37. The method of claim 36,wherein said bid is a guaranteed bid.
 38. The method of claim 31,wherein said receiving a special fare listing includes receiving aspecial fare listing that further does not specify an airline.
 39. Themethod of claim 31, wherein said receiving a special fare listingincludes receiving a special fare listing that further does not specifya parameter selected from the group consisting of a departing airport, adestination airport, a total travel time, a number of stops, and anumber of plane changes.
 40. A method comprising the steps of: receivinga booking of a ticket to a specified destination location from aspecified departure location within a specified time range, said ticketexcluding a specified departure time; examining a plurality of flightswhich would satisfy the specified terms of said ticket to determinewhich of said plurality of flights to select for said ticket; selectingone of said plurality of flights; and providing notice of said selectedflight, wherein said selected flight includes a specified departuretime.
 41. The method of claim 40, wherein said receiving a booking of aticket includes receiving said booking limited to groups of two or moretravelers.
 42. The method of claim 40, wherein receiving a booking of aticket includes receiving said booking from a central reservationsystem.
 43. The method of claim 40, wherein said receiving a booking ofa ticket includes receiving said booking from an airline reservationsystem.
 44. The method of claim 40, wherein said step of examining aplurality of flights includes examining an actual quantity of ticketsbooked within a fare class on each of said plurality of flights relativeto a forecasted quantity of tickets booked within said fare class. 45.The method of claim 44, wherein said step of selecting a flight includesselecting a flight for which said expected quantity of tickets bookedexceeds said actual quantity of tickets booked.
 46. The method of claim40, wherein said receiving a booking of a ticket includes receiving abooking of a ticket that further does not include a specified airline.47. The method of claim 40, wherein said receiving a booking of a ticketincludes receiving a booking of a ticket that further does not specify aflight parameter selected from the group consisting of a departingairport, a destination airport, a total travel time, a number of stops,and a number of plane changes.
 48. The method of claim 40, furthercomprising the steps of: analyzing route-based information for actualflights; and allocating inventory to a special fare listing relating tosaid ticket at a different fare/class than currently available on saidactual flights, based on said step of analyzing.
 49. A systemcomprising: means for creating a special fare listing for air travel toa specified destination location from a specified departure locationwithin a specified time range, said special fare listing excluding aspecified departure time; means for making available said special farelisting via an electronic reservation system; means for examining aplurality of flights which would fulfill the specified terms of a ticketrelating to said special fare listing to determine which of saidplurality of flights to select for said ticket, each of said pluralityof flights including a specified departure time; means for selecting oneof said plurality of flights; and means for providing notification offlight information, including a departure time, corresponding to saidselected flight.
 50. The system of claim 49, wherein said means forexamining a flight examines said flight after booking of said ticket.51. The system of claim 50, wherein said booking of said ticket islimited to groups of two or more travelers.
 52. The system of claim 49,wherein said means for creating a special fare listing includes meansfor creating a special fare listing that further does not specify aprice term.
 53. The system of claim 52, further comprising: means forreceiving a bid for said ticket; and means for transmitting anacceptance of said bid.
 54. The system of claim 53, wherein said bid isa guaranteed bid.
 55. The system of claim 49, wherein said means forcreating a special fare listing includes means for creating a specialfare listing that further does not specify an airline.
 56. The system ofclaim 49, wherein said means for creating a special fare listingincludes means for creating a special fare listing that further does notspecify a parameter selected from the group consisting of a departingairport, a destination airport, a total travel time, a number of stops,and a number of plane changes.
 57. The system of claim 49, furthercomprising: upon booking of said ticket, means for printing a ticketwithout a departure time indicated thereon.
 58. A system comprising:means for receiving a special fare listing for air travel to a specifieddestination location from a specified departure location within aspecified time range, said special fare listing excluding a specifieddeparture time; means for providing said special fare listing to abuyer; means for receiving a booking of a ticket corresponding to saidspecial fare listing from said buyer; means for transmitting saidbooking to an airline; means for receiving an identification of a flightselected by said airline which fulfills the terms of said ticket, saidselected flight including a specified departure time.
 59. The system ofclaim 58, wherein said airline includes a revenue management system. 60.The system of claim 58, wherein said booking of a ticket is limited interms of availability to groups of two or more travelers.
 61. The systemof claim 58, wherein said buyer is a travel agent.
 62. The system ofclaim 58, wherein said means for receiving a special fare listingincludes means for receiving a special fare listing that further doesnot specify a price term.
 63. The system of claim 62, furthercomprising: means for receiving a bid for said ticket from said buyer;and means for transmitting an acceptance of said bid to said buyer. 64.The system of claim 63, wherein said bid is a guaranteed bid.
 65. Thesystem of claim 58, wherein said means for receiving a special farelisting includes means for receiving a special fare listing that furtherdoes not specify an airline.
 66. The system of claim 58, wherein saidmeans for receiving a special fare listing includes means for receivinga special fare listing that further does not specify a parameterselected from the group consisting of a departing airport, a destinationairport, a total travel time, a number of stops, and a number of planechanges.
 67. A system comprising: means for receiving a booking of aticket to a specified destination location from a specified departurelocation within a specified time range, said ticket excluding aspecified departure time; means for examining a plurality of flightswhich would satisfy the specified terms of said ticket to determinewhich of said plurality of flights to select for said ticket; means forselecting one of said plurality of flights; and means for initiatingnotice of said selected flight, wherein said selected flight includes aspecified departure time.
 68. The system of claim 67, wherein saidreceiving a booking of a ticket includes receiving said booking limitedto groups of two or more travelers.
 69. The system of claim 67, whereinsaid means for receiving a booking of a ticket receives said bookingfrom a central reservation system.
 70. The system of claim 67, whereinsaid means for receiving a booking of a ticket receives said bookingfrom an airline reservation system.
 71. The system of claim 67, whereinsaid means for examining a plurality of flights includes means forexamining an actual quantity of tickets booked within a fare class oneach of said plurality of flights relative to a forecasted quantity oftickets booked within said fare class.
 72. The system of claim 71,wherein said means for selecting a flight includes means for selecting aflight for which said expected quantity of tickets booked exceeds saidactual quantity of tickets booked.
 73. The system of claim 67, whereinsaid means for receiving a booking of a ticket includes means forreceiving a booking of a ticket that further does not include aspecified airline.
 74. The system of claim 67, wherein said means forreceiving a booking of a ticket includes means for receiving a bookingof a ticket that further does not specify a flight parameter selectedfrom the group consisting of a departing airport, a destination airport,a total travel time, a number of stops, and a number of plane changes.75. The system of claim 67, further comprising: means for analyzingroute-based information for actual flights; and means for allocatinginventory to a special fare listing relating to said ticket at a lowerfare/class than currently available on said actual flights.
 76. A systemcomprising: a memory device having embodied therein information relatingto a plurality of flights; a processor in communication with said memorydevice, said processor configured to: create a special fare listing forair travel to a specified destination location from a specifieddeparture location within a specified time range, said special farelisting excluding a specified departure time; make available saidspecial fare listing; examine a plurality of flights which would fulfillthe specified terms of a ticket relating to said special fare listing todetermine which of said plurality of flights to select for said ticket,each of said plurality of flights including a specified departure time;select one of said plurality flights; and provide notification of flightinformation, including a departure time, corresponding to said selectedflight.
 77. The system of claim 76, wherein said processor examines saidflight after booking of said ticket.
 78. The system of claim 77, whereinsaid booking of said ticket is limited to groups of two or moretravelers.
 79. The system of claim 76, wherein said processor isconfigured to make available flight information that further does notspecify a price term.
 80. The system of claim 78, wherein said processoris further configured to: receive a bid for said ticket; and transmit anacceptance of said bid.
 81. The system of claim 80, wherein said bid isa guaranteed bid.
 82. The system of claim 76, wherein said processor isconfigured to create a special fare listing that further does notspecify an airline.
 83. The system of claim 76, wherein said processoris configured to create a special fare listing that further does notspecify a parameter selected from the group consisting of a departingairport, a destination airport, a total travel time, a number of stops,and a number of plane changes.
 84. The system of claim 76, furthercomprising: means for printing a ticket without a departure timeindicated thereon.
 85. A system comprising: a memory device havingembodied therein information relating to a plurality of flights; aprocessor in communication with said memory device, said processorconfigured to: receive a special fare listing for air travel to aspecified destination location from a specified departure within aspecified time range, said special fare listing excluding a specifieddeparture time; provide said special fare listing to a buyer; receive abooking of a ticket corresponding to said special fare listing from saidbuyer; transmit said booking to an airline; and receive anidentification of a flight selected by said airline which fulfills theterms of said ticket, said selected flight including a specifieddeparture time.
 86. The system of claim 85, wherein said booking of aticket is limited in terms of availability to groups of two or moretravelers.
 87. The system of claim 85, wherein said buyer is a travelagent.
 88. The system of claim 85, wherein said processor is configuredto receive a special fare listing that further does not specify a priceterm.
 89. The system of claim 88, wherein said processor is furtherconfigured to: receive a bid for said ticket from said buyer; andtransmit an acceptance of said bid to said buyer.
 90. The system ofclaim 88, wherein said bid is a guaranteed bid.
 91. The system of claim85, wherein said processor is configured to receive a special farelisting further does not specify an airline.
 92. The system of claim 85,wherein said processor is configured to receive a special fare listingthat further does not specify a flight parameter selected from the groupconsisting of a departing airport, a destination airport, a total traveltime, a number of stops, and a number of plane changes.
 93. A systemcomprising: a memory device having embodied therein information relatingto a plurality of flights; a processor in communication with said memorydevice, said processor configured to: receive a booking of a ticket to aspecified destination location from a specified departure within aspecified time range, said ticket excluding a specified departure time;examine a plurality of flights which would satisfy the specified termsof said ticket to determine which of said plurality of flights to selectfor said ticket; select one of said plurality of flights; and providenotice of said selected flight, wherein said selected flight includes aspecified departure time.
 94. The system of claim 93, wherein saidreceiving a booking of a ticket includes receiving said booking limitedto groups of two or more travelers.
 95. The system of claim 93, whereinsaid processor is configured to receive said booking from a centralreservation system.
 96. The system of claim 93, wherein said processoris configured to receive said booking from an airline reservationsystem.
 97. The system of claim 93, wherein said processor is configuredto examine an actual quantity of tickets booked within a fare class oneach of said plurality of flights relative to a forecasted quantity oftickets booked within said fare class.
 98. The system of claim 97,wherein said processor is configured to select a flight for which saidexpected quantity of tickets booked exceeds said actual quantity oftickets booked.
 99. The system of claim 93, wherein said means forreceiving a booking of a ticket includes means for receiving a bookingof a ticket that further does not include a specified airline.
 100. Thesystem of claim 93, wherein said processor is configured to receive abooking of a ticket that further does not specify a flight parameterselected from the group consisting of a departing airport, a destinationairport, a total travel time, a number of stops, and a number of planechanges.
 101. The system of claim 93, wherein said processor is furtherconfigured to: analyze route-based information for actual flights; andallocate inventory to a special fare listing relating to said ticket ata different fare/class than currently available on said actual flights.102. A method comprising the steps of: creating an alias flight recordbased on an actual flight, said alias flight record excluding a carriername; and making available said alias flight record for electronicposting in a central reservation system.
 103. The method of claim 102,wherein said alias flight record is made available for electronicposting through the Airline Tariff Publishing Company.
 104. The methodof claim 102, wherein said alias flight record includes a range ofdeparture times.
 105. The method of claim 104, further comprising thestep of: receiving information relating to a booking of a ticketcorresponding to said alias flight record, said information including anidentification of a customer who booked said ticket.
 106. The method ofclaim 105, further comprising the step of: transmitting to said customeran actual flight number corresponding to said actual flight afterreceiving said booking.
 107. The method of claim 106, further comprisingthe step of: transmitting to said customer a departure time of saidactual flight after receiving said booking.
 108. The method of claim107, wherein said departure time is within said range of departuretimes.
 109. The method of claim 107, wherein said steps of transmittingare performed through a travel agent.
 110. A method of electronicallyposting in a central reservation system flight records for airlineflights having discount seats available for booking, comprising thesteps of: posting an alias flight record based on an actual flight, saidalias flight record excluding a carrier name; receiving a booking of aticket relating to said alias flight record.
 111. The method of claim110 wherein said alias flight record includes an alias flight number.112. The method of claim 110 wherein said alias flight record includes arange of departure times.
 113. The method of claim 110, furthercomprising the steps of: correlating said alias flight record with saidactual flight to determine said name of said carrier; and transmittingbooking information relating to said booking of said ticket to saidcarrier.
 114. The method of claim 110, further comprising the step of:updating inventory information relating to said alias flight record toreflect said booking.
 115. The method of claim 110, further comprisingthe step of: updating inventory information relating to said actualflight to reflect said booking.
 116. A method of purchasing an airlineticket comprising the steps of: accessing a central reservation systemhaving stored therein an alias flight record based on an actual flight,said alias flight record excluding a carrier name; and booking a ticketcorresponding to said alias flight record.
 117. The method of claim 116,wherein said alias flight record includes an alias flight number. 118.The method of claim 116, wherein said alias flight record includes arange of departure times.
 119. The method of claim 116, furthercomprising the step of: receiving confirmation of said booking withoutreceiving an identification of said carrier.
 120. The method of claim116, wherein said identification of said carrier is said name of saidcarrier.
 121. The method of claim 119, further comprising the step of:receiving confirmation of said booking without receiving a departuretime of said actual flight.
 122. The method of claim 121, furthercomprising the step of: receiving an identification of said carrier andsaid departure time, a predetermined period of time prior to departureof said actual flight.
 123. A system comprising: a memory device; aprocessor in communication with said memory device; and said processorconfigured in accordance with program instructions in said memory deviceto: create an alias flight record based on an actual flight, said aliasflight record excluding a carrier name; and make available said aliasflight record for electronic posting in a central reservation system.124. The system of claim 123, wherein said CPU makes available saidalias flight record for electronic posting through the Airline TariffPublishing Company.
 125. The system of claim 123, wherein said aliasflight record includes a range of departure times.
 126. The system ofclaim 125, wherein said processor is further configured to: receiveinformation relating to a booking of a ticket corresponding to saidalias flight record, said information including an identification of acustomer who booked said ticket.
 127. The system of claim 126, whereinsaid processor is further configured to: transmit an actual flightnumber corresponding to said actual flight after receiving said booking.128. The system of claim 127, wherein said processor is furtherconfigured to: transmit a departure time of said actual flight afterreceiving said booking.
 129. The system of claim 128, wherein saiddeparture time is within said range of departure times.
 130. The systemof claim 128, wherein transmission of said actual flight number anddeparture time is to said customer is performed through a travel agent.131. A system for electronically posting in a central reservation systemflight records for airline flights having discount seats available forbooking, comprising: a memory device; a processor in communication withsaid memory device; and said processor configured in accordance withprogram instructions in said memory device to: post an alias flightrecord based on an actual flight, said alias flight record excluding acarrier name; receive a booking of a ticket relating to said aliasflight record.
 132. The system of claim 131 wherein said alias flightrecord includes an alias flight number.
 133. The system of claim 131wherein said alias flight record includes a range of departure times.134. The system of claim 131, wherein said processor is furtherconfigured to: correlate said alias flight record with said actualflight to determine said name of said carrier; and transmit bookinginformation relating to said booking of said ticket to said carrier.135. The system of claim 131, wherein said processor is furtherconfigured to: update inventory information relating to said aliasflight record to reflect said booking.
 136. The system of claim 131,wherein said processor is further configured to: update inventoryinformation relating to said actual flight to reflect said booking. 137.A system for purchasing an airline ticket comprising: a memory device; aprocessor in communication with said memory device; and said processorconfigured in accordance with program instructions in said memory deviceto: access a central reservation system having stored therein an aliasflight record based on an actual flight, said alias flight recordexcluding a carrier name; and book a ticket corresponding to said aliasflight record.
 138. The system of claim 137, wherein said alias flightrecord includes an alias flight number.
 139. The system of claim 137,wherein said alias flight record includes a range of departure times.140. The system of claim 137, wherein said processor is furtherconfigured to: receive confirmation of said booking without receiving anidentification of said carrier.
 141. The system of claim 137, whereinsaid identification of said carrier is said name of said carrier. 142.The system of claim 140, wherein said processor is further configuredto: receive confirmation of said booking without receiving a departuretime of said actual flight.
 143. The method of claim 142, wherein saidprocessor is further configured to: receive an identification of saidcarrier and said departure time, a predetermined period of time prior todeparture of said actual flight.